Since its introduction, the Jeep Grand Cherokee has been an immensely successful vehicle and arguably Chrysler’s most valuable current nameplate in terms of prestige, brand equity, and profitability (behind only the Ram pickup, it was Chrysler’s best-selling vehicle in 2014). While Jeep has sold millions of Grand Cherokees in the popular Laredo and Limited guises since 1992, there have been numerous lesser known trims and special edition models to provide buyers with a bit more personalized experience, among them, the 1995-1997 Orvis Edition.

Through the years, many automakers have partnered up with famous fashion designers and retailers to offer special edition vehicles, most notably Lincoln’s Designer Series editions of its Mark Series personal luxury coupes. While these editions often vary in production numbers, from very limited to mass-produced, when effectively executed, they generate interest in vehicles that may already be popular, but have become overly commonplace. Of course, before special editions can be discussed, a vehicle must first make it into production, something the Grand Cherokee might have never seen the light of.

As far back as the early-1980s, sales of compact SUVs such as the Chevy S-Blazer, Ford Bronco II, and Jeep XJ-Cherokee, were already gaining momentum. These vehicles had broad appeal, were compact enough to fit in most garages, and conveyed greater “hipness” than any station wagon or van. They also were making strides to become more car-like in comfort and amenities, with AMC offering the first 4-door in this class – all things that unquestionably spawned their growing popularity.

SUVs were also an appealing product to produce for their automakers, as steep demand kept transaction prices high. Additionally, their classification as light trucks exempt them from the stricter fuel economy and safety standards which cars were subjected to. AMC likely would have died sooner had they not introduced the XJ Cherokee in 1983. In spite of this and Renault’s investment, the automaker was still greatly struggling and in need of a white knight to save (or salvage) it.

Having noticed the profitability and greater potential in the XJ Cherokee, Chrysler Chairman Lee Iacocca, in one of his few less questionable moves, decided to buy out the struggling automaker, for a very good deal. Other existing Jeeps, AMC’s talented engineers (most notably François Castaing), and several other resources that would later prove valuable to Chrysler were merely sprinkles atop Lee’s ice cream sundae. The fact that AMC had already planned the more powerful 4.0L inline-6, newer 4-speed automatic, and the luxurious Limited model for the XJ’s 1987 model year was the cherry on top.

As valuable an asset as the Cherokee was, there was something even grander in the AMC pipeline that Chrysler was salivating over – the Jeep Grand Cherokee. Although the XJ was an instant hit and selling quite well, almost immediately AMC was already thinking ahead, envisioning a successor that was larger and more luxurious, as well as more car-like in refinement compared to both the XJ and elderly SJ Grand Wagoneer. Work on this project began as early as 1983, with famed designer Larry Shinoda completing a clay model that would bear a striking resemblance to the production model for AMC in 1985.

At the time of the buyout, development for the Grand Cherokee was already well underway, and in fact near completion. The Jeep Concept 1 vehicle was shown in 1989, looking very similar to the ultimate production model. AMC had originally planned the vehicle for a 1990 launch, however its roll-out was delayed by several factors. Upon review in 1989, Chrysler (likely at Lido’s insistence) demanded that the proposed interior be completely redesigned before the vehicle was green-lighted for production. Additionally, with the refresh of Chrysler’s aging minivans deemed a top priority, the automaker simply did not have the resources to devote to both vehicles at once.

Regardless, when the Grand Cherokee finally debuted in 1992, it couldn’t have arrived at a better time. The U.S. was just getting over a mini-recession largely spurred by the Gulf War, station wagons were dead, minivans were no longer hip, and SUV fever was fully under way, fueled by new wave of “compact” SUVs including Ford’s Explorer. The Grand Cherokee was the perfect vehicle for SUV-thirsty Americans (among others) to ride out the remaining peaceful, prosperous, and cheap-priced gas years of the 1990s.

In comparison to the XJ Cherokee it was intended to replace, the ZJ Grand Cherokee brought numerous increases in the areas of size, performance, safety, luxury, comfort, technology, and overall refinement. Dimension-wise, the ZJ rode on a 4.5-inch longer wheelbase, and was eight inches longer overall with four-inch wider rear doors for easier access. Interior-wise, the Grand Cherokee offered three inches more front-shoulder room, five more inches rear-hip room, and nearly 7.5 additional cubic feet of cargo space.

All Grand Cherokees came with a multi-link front- and rear-suspension and QuadraCoil solid axle, which along with the Grand Cherokee’s unibody construction (something most competitors lacked), gave the vehicle a trifecta of greater comfort, performance, and off-road capability. A heavier-duty “Up-Country” suspension was also option, standard on Orvis Editions. Four-wheel drive was not standard, but nonetheless was found in one of several forms on most ZJs produced.

Four-wheel drive initially came in either the part-time Command-Trac or Selec-Trac systems, the latter of which permitted “4Hi” mode on pavement. A permanent full-time AWD system, Quadra-Trac was also available on higher-end models. Power came in the form of the same 4.0L inline-6 found in the XJ and dating back to the AMC days. Initially making 190 horsepower (45 more than the Exlporer’s 4.0L) and 225 pound-foot of torque for best-in-class 6-cylinder power, Chrysler revised this engine for quieter operation and more low-end torque for towing in 1996, with horsepower and torque losses of five each.

Mid-way through the Grand Cherokee’s inaugural year, a 5.2L Magnum V8 became available on Laredo and higher trims, boasting 225 horsepower and 285 (later increased to 300) pound-foot of torque. For 1998 only, a 5.9L version of the Magnum V8 appeared as part of a special package on the Grand Cherokee Limited, bringing with it 245 horsepower and 345 pound-foot of torque, and making for a zero-to-sixty acceleration time of under seven seconds.

The Jeep Grand Cherokee brought with it a host of other advancements and features that easily made the ZJ the most refined SUV on the market short of the ultra-luxury Range Rover. As a matter of fact, in some ways, the Jeep was an even more refined vehicle.

(Ghostly cowboy figure not included)

At the time of introduction in April 1992, Grand Cherokees were initially available in base, mid-range Laredo, and luxurious Limited trim, the latter two of which have remained Grand Cherokee trims to this day. Within these trim levels, equipment levels greatly varied, as numerous packages and standalone options were available. Externally, these models were far more easily identifiable.

Limiteds bore a monochromatic scheme, with body-colored bumpers and grooved lower body cladding, along with gold paintstriping and lower trim. Laredos sported gray polymer bumpers and cladding, with black-accent lower trim and paintstripes that varied by exterior color. The base mode also featured gray polymer bumpers, but it had a darker gray upper portion with bright trim that mimicked the side trim. Base Grand Cherokees’ grilles were gray plastic, and they lacked lower body cladding.

While Laredo and Limited trims were the volume leaders, over the course of the ZJ’s run, several special edition models appeared, adding some additional flair. The first of these was the 1993-only Grand Wagoneer. Equipped identically to a Limited, the Grand Wagoneer honored its long-running ancestor with woodgrain exterior siding. ZJ Grand Wagoneers proved unpopular, and the trim was hastily discontinued after just a nod over 6,000 examples produced.

Several other special edition appeared over the years, including the TSi, which sought to bring some much belated unity between the Jeep and Eagle brands, and the 5.9 Limited made a performance vehicle out of the Grand Cherokee, packing a 5.9L V8 under its hood. Among the most interesting of these was the Orvis Edition that was sold from 1995 to 1997.

Partnering with the high-end outdoors clothing and equipment retailer, the Orvis Edition was Jeep’s answer to the Ford Explorer Eddie Bauer Edition. Using the Grand Cherokee Limited as its starting point, all of the 10,020 Orvis Editions produced for 1995 were finished in Moss Green with Roan Red and Maize (gold) accents. The Limited’s spiral cast alloy wheels (swapped out for Laredo wheels on this example) were retained, but were finished in Moss Green on their insides. A more piney-shade of green would’ve made this Jeep look very Christmas Tree-like in your author’s opinion.

Additionally, the 1995 Orvis Edition previewed two changes that would come to all Grand Cherokees in 1996. First, larger Chrysler-font “Grand Cherokee” badging replaced the AMC-stylized badging on front doors. “Orvis Edition” badging was naturally present on this model too. Secondly, the 1995 Orvis Edition made available an opening rear liftgate glass as an option.

All Orvis Editions used the Limited’s standard Highland Grain leather interior, but in a two-tone champagne and green combination, with red piping on the seats. Faux woodgrain accents on the dash and doors were carried over from the Limited, with green leather door inserts and special badging. The trunk-located spare tire also gained a special color-keyed cover with the Orvis logo and storage pockets.

Both the 4.0L I6 and 5.2L V8 were available, as were all other Grand Cherokee Limited features. The Limited’s optional Quadra-Trac all-wheel drive, Up Country suspension, and trailer tow prep came standard on Orvis Editions. Considering that the Orvis Edition was mainly a decor package, with no real unique features beyond color scheme, it retailed for a mere $663 over the base price of a regular Limited model in 1995.

Changes to the Orvis Edition over the next two years would largely follow the rest of the Grand Cherokee line. New bumpers and lower cladding came to the Orvis in 1996, in the process losing its red exterior trim. New alloy wheels mimicked the Limited’s new design.

Inside, the interior was completely redesigned for 1996, with new instrument and door panels. Seats also sported a new design, with the Orvis Edition continuing to offer its standard green and tan (now as darker shade) leather seats with red piping. Overall, the new interior was cleaner and more modern looking, but somehow came across as cheaper, with plastics and upholstery that didn’t look nor feel as premium in your author’s opinion.

The already limited-production of the Orvis Edition would decrease significantly after 1995, with just 2,341 produced for ’96 and 2,733 for ’97. For 1997, a second exterior color was added, but other than that, the Orvis Edition carried over largely unchanged. 1997 would prove to be the last year for the Orvis, as Jeep ended their agreement with Orvis, thus forgoing the rights to use their name. The decidedly different 5.9 Limited model would be added for 1998, succeeding the Orvis Edition as the top-rung Grand Cherokee.

Despite just a nod over 15,000 Orvis Editions produced, as a whole, the ZJ Grand Cherokee was an immensely successful model that helped define what we’ve come to expect in a modern SUV. With global production levels over a quarter-million units for each of the ZJ’s six model years, totaling 1,647,188 units overall, the ZJ Grand Cherokee provided some much welcomed cash flow to the seemingly always-just-a-few-years-from-disaster Chrysler.

Although the SUV and the automaker haven’t had the smoothest journey over the past two decades, the Grand Cherokee’s strong brand equity has nonetheless remained a key asset to Chrysler. With the significantly improved fourth generation (WK2), the Grand Cherokee is back on the trail of prestige and high sales, playing a significant role in restoring Chrysler to profitability. Over the years, various special edition Grand Cherokees have appeared, but none have been quite as colorful as the Orvis Edition – the car for those who wanted to stand out when everyone else owned an Explorer Eddie Bauer.

42 Comments

Ah the zj. Good vehicles, just traded my most recent one, a 98 laredo with the 4.0 and selectrac and a 4 inch lift on 32s for another xj. Had over 270000 miles and was running great with no issues. One thing about the article, it was the quadratrac 4wd system that used the viscous coupler, in the new process np249 transfer case.

I don’t have any experience with either the XJ or ZJ Jeeps but my opinion has always been that AMC-Jeep saw the Range Rover as “inspiration” and decided to produce something similar…..but in typically American fashion: less expensive and more reliable.

For what you got, these Jeeps were quite a bargain (apparently?) and I came close to buying one a few times. My right foot wanted a V8 powered example, but those never seem to come up for sale, and my wallet wanted a 6 cylinder but in my area (perhaps elsewhere?) when ZJs come up for sale they are examples “ridden hard and put away wet”. You never find a Z or X that was a one, little old lady, only driven to church and the pharmacy, owner.

Not sure about the Orvis package, tho. Champagne and green seats?

Don’t ZJs have a bad habit, especially when lifted, of going into a weird side to side rolling motion on some (unpaved) road surfaces?

The straight six only gets marginally better fuel economy than the eight but in my opinion is more durable and satisfying and you have a better chance of getting a more desirable transfer case. I’ve had at least a dozen xj/zjs in varying states of condition so I’m no stranger to these. The zjs definitely do ride strange at times with the coils at all four corners and solid axles, but no different to the hopping you experience in a tj wrangler. I prefer the xj myself as although these generation of grands are mechanically very durable, they are notorious for many many electrical and other gremlins. Lights won’t work, lights will randomly come on, doors won’t open, doors won’t shut, interior lights flicker, instrument cluster goes crazy, but overall minor stuff if your just looking for a reliable beater.

Can you actually get more durable or reliable than 318 or 360? My RamCharger is over 400000 k and still rockin the original 360. I have a 76 van with 318 that would go for 40 more years if the motor was all that mattered.
Lots of love for a straight six, but still….
What do you mean about the transfer case?
I am considering buying one of these as a bush buggy.
Kinda doubt it will be beat my RC.
Thoughts?

The older las were extremely reliable and the later ones are as well but they have their share of gremlins and issues that usually lead to a premature death. maybe its because I know the 4.0s like the back of my hand, and I’ve had so many of them with so few issues and one v8 one with a lot of problems. The transfer case on these had a viscous coupler to direct torque to the front or rear depending on wheel slippage, and the VC has a limited lifespan and is expensive and not east to fix. A lot of people swap in the more conventional np231 or np242 cases. Also with that, if there is uneven wear or shoddy tires the whole system goes bonkers, my friend had one with bald tires and it would only drive the front wheels and was useless in snow. These would make a good buggy to run through some trails and mud, the best bang for your buck would be a 4.0 powered one as the resale will be less, it will have the better tc, and less doo dads to go bad. Easy to lift with coils but anything past 3.5″ requires aftermarket control arms, front and rear. An xj Cherokee might he better as they are equally priced but it has leafs in the rear and is a lot smaller to fit through the tight stuff and not sink in mud. My 93 xj weighs 2800 pounds and the 98 zj I just sold weighed 3800.

Amos J Scott

Posted August 14, 2015 at 8:46 PM

Cool!
I was leaning towards the Xj anyway. Mostly size and (as you mentioned) weight. I am intimate with dodge v8s so, that was the appeal of the zj with 5.9. Plus they go like hell if you set them up right.
That said I like the exotica of the AMC inline six. Also it is a new adventure.
My RC runs on pane’, which works great with the 360 and saves big bucks here in northern canuckistan.
Anybody with experience of pane’ with the AMC 6?
Some engines love pane’ others, not so much.
It is fun when some ecofreak (ps I do care, hence the pane’) gets bitchy about my big ass rusty old 4×4 and I point out that his echo, civic, versa, etc. hurts the world much more.
Then we have a short argument and they go home and cry.
Do you know if I could jam the 360 and np 208 out of my RC into a xj?
That would be tight.

I think a lot of the basic parameters of the ZJ were dictated primarily by AMC’s original desire to have the ZJ replace both the XJ Cherokee and the Grand Wagoneer, which is probably why the ZJ split the difference between the two in exterior dimensions. As things turned out, Chrysler decided the XJ Cherokee was selling much too well to kill and it ran for a good many years after the ZJ debuted, but AMC had expected to consolidate two platforms into one, differentiated by trim and equipment.

That said, I would be astonished if the ZJ development team didn’t at least look at the Range Rover, since the Wagoneer/Grand Wagoneer had always appealed to a similar demographic. Still, evaluating or benchmarking an obvious rival isn’t the same as being inspired by it as such.

When the Eddie Bauer trim-level was first marketed, I was baffled: Who the heck is Eddie Bauer, & why should I be impressed? I didn’t grasp the scope of the “Rugged Chic” trend at the time. Its coordinate system seems to be origined at Seattle, WA.

Call me Spartan or Stoic, but I still think vinyl is the best material for high-wear interior surfaces. Cloth is a magnet for filth.

In a similar fashion to your experience, I wondered what the hell an Orvis was when that edition of the Grand Cherokee appeared. I’d heard of Eddie Bauer, but had never seen an Orvis store in the mid 90’s.

Phillip,
In their GBU ratings (Good, Bad, Ugly), CAR magazine summed up the Frontera as “Cheap”, and with a “taste free interior”. Ten years later CAR was even less enthused about the Isuzu/Vauxhall Frontera….recommending several other vehicles ahead of them.
A Frontera equivalent to these Grand Cherokee specials might have been a “Harrod’s Edition”, or a model named after a sporting goods store or gun maker.

BTW, Ford U.K. had 2 “overlapping” SUVs in this time period: a “badge-engineered” Nissan SUV called the Maverick, and a car that would eventually merge with the Escape….the Kuga.

Oh, the Frontera was a horrible thing. It’s the whole Eddie Bauer branding that fascinates me, because the bottom line is, they’re a mall store, and some of the stuff they sell is useful if you’re going hiking, some of it is elasticated leisurewear. Not that there’s anything wrong this that…! But I don’t see them as an aspirational brand, hence the Frontera Millets.

Land Rover have been doing a terrific job in recent years attaching themselves to appropriate lifestyle brands. I live near Twickenham, and Rugby World Cup LRs are everywhere.

At first I was going to say it was the CC effect, I saw one of these the other day. Then it occurred to me the one I saw had the incorrect wheels as well, and I thought that at the time. The Saint Anselm sticker was the clincher for me though, as that is only half a mile from my house here in southern New Hampshire. So it was the same one I saw, or so I believe.

I had a 1997 Limited with the 5.2 V-8, Quadratrac, and all the toys. It had been in the family since new – first my brother, then my parents (to get out of their driveway in NH in the winter), then me, then my son. By the time I got it in 2006, it was having some electrical issues (the memory power mirrors were getting forgetful and pointed to the sky every time the car was started), but the engine was strong and the seats were the most comfortable of any car I have ever owned. The ride was bouncy – it likely needed new shocks – but it was very reliable. I liked it so much that I bought a left over 2008 Laredo in 2009 and gave the ’97 to my son for his high school beater. He was thrilled at first – a Jeep with leather seats and power everything! But the reality of 13 mpg soon set in and after more electrical gremlins and a leaking sunroof we sold it before he went to college. About 6 months ago, I ran into the aunt of the kid that I sold it to, who said it was still on the road. I still see them on the road occasionally – if maintained they are nearly unkillable.

Look how great the 1989 The Jeep Concept 1 looks. I never much liked the production version, thinking the styling was much improved with the 1999 generation but the concept looks fantastic It’s odd really because only small details are different from the ’92.

I shopped ZJ’s in 1995. I really wanted to like them, but there were just a few warts. The first one I drove was a used ’93 wither the rare 5 speed manual. It just didn’t feel very peppy, or fun, but not very refined either. I then drove a new Laredo (no 5 speed available by ’95) and it felt more refined, but had a lot of ergonomic glitches and just didn’t feel roomy enough for our family. I also tested a 5 speed Discovery, and it felt much nicer as one would expect, for about a 40% higher price. In the end I bought a used 80 series Land Cruiser, now gone. A few years after buying the LC, I rented a GC for a week and 1000 mile vacation on the other side of the country, and after a few days it had really grown on me … far more economical and better handling than the Toyota, and very comfortable at high Interstate speeds. 20 years later I’m still tempted by used GC’s … plentiful, cheap, and lots of aftermarket offroad stuff available. Definitely a true American curbside classic.

I drove a mid trim level not long after they came out. I borrowed it from a former colleague as I needed something to tow a trailer with some rental equipment. His was a 93 (I think) with the V8, and wow but was it ever pleasant to drive. It was no race car, but it had all of the torque a guy needed and more.

He had been a loyal Ford guy for years, but the Jeep must have been good because he owned a series of them, never going back to Fords.

My only gripe with these was their size – not big but not small either. I preferred either the trimmer XJ or something bigger like a Suburban. But most people probably disagree with me on this, which likely explains how these and Explorers sold so well.

I can’t help but think of the movie Breakdown starring Kurt Russell any time I see a red Grand Cherokee from that era. Along with his enormous cell phone, the Cherokee was the perfect yuppie signifier in that 1997 film. Good movie too.

Brooks Stevens’s delicious revenge. The hood shape and fender shapes were originally designed to be formable without a deep-draw press. The Big Three monopolized all the body makers in the postwar rush, and Willys couldn’t pay enough to catch their attention.

Even though the designs were temporary compromises, they were good enough to last 68 years … so far.

A favorite vehicle of the successful – or people trying to look successful – in the 1990s. It wasn’t uncommon to see one of these parked in the driveway of upscale homes next to a BMW, Lexus or Mercedes sedan.

This ZJ Grand Cherokee was the vehicle that really ignited my passion for Jeeps. I always thought Wranglers were cool, but as a multi-purpose, handsome, go-anywhere utility, the ZJ was tops and became the Jeep that I actually saw myself wanting to own as an everyday-use vehicle.

A good friend of mine got a 1995 ZJ Laredo (dark green with grey cloth inside), and I always really liked it. In 1999, my wife and I wound up keeping that Jeep for an extended period when my friend was overseas on a work assignment. My wife was pregnant with our first child at the time, so the Jeep was perfect. We hauled home all the baby items, drove through terrible weather safely and securely, and definitely liked the Jeep’s style. Based on our high opinion of the ZJ, we ordered a 2000 Grand Cherokee Laredo (WJ) of our own. While that one proved rather troublesome, and I left the brand for a good long while, it couldn’t entirely erase my love of Jeeps.

Fast forward to 2012 and based on the recommendation of another good friend who had a new WK2 Grand Cherokee, I took the plunge and went back to Jeep. I got a Grand Cherokee in the top-level Overland trim. Drove it for 35k trouble free miles, and enjoyed it enough to get another. So I currently have a 2014 Grand Cherokee Summit, as that trim level has now topped the Overland in the pecking order. The Summit’s interior is quite nice with subdued monochromatic black leather and wood (I can’t really stomach the Orvis colors as shown) and is very upscale. Just like the original ZJ, this Jeep is a go-anywhere, do-anything vehicle that you can dress up or down–it is equally comfortable hauling from Home Depot or transporting well dressed couples to an evening downtown.

Your story with Jeep is similar to my mom’s. She owned a ’94 navy with gray cloth ZJ Laredo. It was her first SUV and first American car, and she loved it. She replaced it with a ’99 pewter metallic WJ Laredo that was a reliability nightmare and she swore off Jeep forever at the time.

Since the WK2 has come out though, she’s really liked it a lot, and I agree. She did briefly consider it when she was replacing her BMW X3 in 2013, but wasn’t sure she wanted something that big, and was concerned with its width and our already very tight garage. She ended up getting a Mercedes GLK, but it goes to show you the prestige the Grand Cherokee has, and in many ways at least the higher trim versions are like a luxury brand of their own.

Glad to hear your two WK2s have been pleasurable ownership experiences. I think the WK2 has really restored many people’s faith in Chrysler. They’re literally everywhere here in southeastern MA.

My neighbor’s daughter and husband have a ’93 Grand Cherokee and he is always borrowing the father in law’s pickup because it has no receiver hitch. I looked it up online and there is a safety recall for the gas tank. It consists of a receiver hitch assembly installed at the dealership. Supposed to help protect the tank in a rear end collision. I’m not sure he believed me, but I suggested he go to the dealer and get one ordered since it’s no charge. They were my tenants for 2 years (good ones) and moved to Texas a year ago but came back about a month ago. Right now they are staying with the daughters Dad while looking for work. Hopefully they aren’t on eternal back order like the Takata air bags that are going on a 6 month wait for a family members ’04 Mazda 6.

It might be fair to mention that it was really AMC — which owned Jeep when the ZJ was conceived — that pioneered the co-branding thing, at least so far as fashion/consumer brands went. There were various antecedents, including the coachbuilder editions of various high-end cars from the ’30s onward and the Hurst/Olds, but I think AMC was the first to really get into that sort of thing with non-automotive brands. (You could make a case for the Plymouth Road Runner, I suppose, but that wasn’t really the same kind of thing as a Oleg Cassini Matador.)

Obviously, other manufacturers jumped on the bandwagon once they realized there was money to be made — anyone remember the Mercury Villager Nautica Edition? — but AMC really pioneered that. Jeep had done some of those packages after AMC bought them in the ’70s, I think; I’m pretty sure there were some Jeep Levi’s packages around the same time AMC offered those on the Gremlin.

My Dad bought his first GC, a Limited, in ’93. His second one was an Orvis Edition in ’96, and he’s has a new GC Limited every three or so years since. His current 2012 Limited is probably his last (he’s 92 and no longer drives). It is comfortable and solid thanks to its MB-derived chassis. I like it a lot. But I never cared much for his previous model GCs. Interiors were always a bit cramped and I could never seem to find a comfortable driving position on longer trips. But I understand their appeal and my Dad sure loved ’em.

I’ve seen a few of these over the years. In the summer of ’94, Dr. Pepper ran a promotion in which the grand prize was an Orvis ZJ. My buddy and I had figured out that “winning” bottlecaps could be spotted pre-purchase by tilting the bottle at just the right angle. We drank a ton of free 20 oz. Dr. Peppers that summer, but we never did snag an Orvis. I recall being tickled by the odd name—what the hell is an Orvis?

Connecting an SUV with a company known for selling fashionable, outdoor-lifestyle products (mainly clothing) is usually marketing gold. Eddie Bauer and LL Bean are two of the most noteworthy. Considering the low price of the package, it’s curious why the Orvis GC didn’t do better. Maybe it’s just the sound of the name; ‘Orvis’ doesn’t exactly roll off the tongue in a good way, as well as not being as nearly well-known as the other two.

It’s rather surprising that no one has yet come out with a Cabela’s or Bass Pro package. Of course, both of those outfits are more into the hardware side of outdoor living, and not so much the clothing.

I didn’t like these first-gen GC’s when they appeared, but I think I may have been holding a grudge over their replacement of the Grand Wagoneer, which I loved. Appreciated them more as the years went on, though. These 1st-gen models are somewhat rare now–I think C4C ate quite a number of them. though in nowhere near the numbers that it collected 1st and 2nd gen Explorers, Chrysler minivans, and Windstars.

I also had forgotten the existence of the 5.9 Limited. A 360 in a Grand Cherokee has quite a bit of appeal, plus with a sub-7 0 to 60 it’s kind of a factory hot rod. Proto-Traiblazer SS?

I have just bought one… in Poland 🙂 It is a really early Orvis, made in december 1994, in Canadian specification. 5.2 liter engine, 271 kkm done, needs some love (and money) but still going strong. It was shipped to Poland in 1995 so it was most probably one of the first 5.2 Jeeps in the country. Such an Orvis with V8 is a real eye-catcher in Europe, especially in Eastern Europe.

Great writeup. Having driven an XJ and SJ over the last 15+ years, and access to my family’s ZJ and WJ (the last great Grand Cherokee IMO), I have a soft spot for the ZJ, especially the 1996-98 model. The Grand Wagoneer is unquestionably iconic, but the ZJ to me will always be the greatest “modern” Jeep design of all time. Orvis editions were absolutely drool-worthy; an unbelievable look. Seems few people think about ZJs anymore but they’re classics and should be preserved. It’s sad that there used to be tons of these out on the road and now you might see one every few months, if that. Another reason I mourn the ’90s.